Automatic shut-off.



J. E. BALDWIN.

AUTOMATIC SHUT-OPF.

APPLIOATION FILED NOV. 22, 1912.

Patented Apr. 14, 1914,

3 SHEETS-SHEET 1.

J. E. BALDWIN.

AUTOMATIG SHUT-OPF.

APPLIUATION FILED Nov. 22, 1912.

Patented Apr. 14, 1914.

3 SHEETS-SHEET 2.

J. E. BALDWIN. AUTOMATIC SHUT-OFF.

APPLIGATION FILED Nov.2z,1s12.

Patented A111114, 1914.

3 SHEETS-SHBET 3.

@wi/Immo coLUMBiA PLANOGRAPH co4. WASHINGTON, D4 c.

JAMES E. BALDWIN, OF HEMPS'IEAD, NEN

FREDERICK N. VAN ZANDT, OF

i AUTOMATIC sHUr-orr.

incassa.

To all Qro/mm it muy concern.'

Be it known that I, JAMES E. BALDWIN, a citizen of the United States, residing in Hempstead, county of Nassau, State of New York, have invented certain new and useful improvements in Automatic Shut-Offs, of which the following is a specification, reference being had therein to the accompanying drawings, forming part thereof.-

My invention relates to temperature regulated valves and particularly to devices for automatically shutting Off the fuel supply to internal combustion engines in case of lire.

Embodiments of my invention are particularly applicable to motor driven vehicles, such as automobiles, motor boats, and the like. The frequency with which such vehicles are destroyed by fire is a matter of common knowledge, and it is characteristi c of such fires that they are usually small and insignificant at their inception and under other circumstances would be easily controllable; but in the case of vehicles driven by internal combustion engines the fire soon affect-s the supply line for the hydro-carbon fuel and destroys the pipe or melts off the soldered or brazed pipe connections and permits the fuel to continue to feed the flames from the supply in the tank.

In this way a fire, at first small, very soon assumes ungovernable proportions, and the intense heat of a lire fed by hydro-carbon fuel combined with the inaccessibility of the shut-off valve and the attending confusion serve to render almost inevitable the total destruction of the vehicle and in many eases, of the surrounding property as well. Furthermore, in motor boats, particularly those ofthe cabin type, the hydro-carbon fuel very frequently collects in the bilge as a result of the flooding of the carbureter or of leaky pipe connections, and the hydro-carbon vapor which forms therefrom, being heavier than air, lies in the bilge unless driven out by ventilation, and forms either an explo-A sive or an Vinflammable mixture. Under these circumstances, from a lighted match or a back fire from the engine, will cause an explosion or a burning of this mixture, and destruct-ive fires or explosions frequently occur from this cause.

An object of my invention is to obviate these ditiiculties, and a more particular object is to provide means forautomatically Specification of Letters Patent. Application filed November 22, 1912.

an accidental spark, asV

Patented Apr. lt, figli. serial No. 732,935.

shutting off the fuel supply as soon as a tire starts in proximity to the vehicle.

Another objectl is to provide means for detecting the `presence of hydro-carbon vapor in explosive or burning quantities.

Another Objectis to provide means for shutting off the fuel supply when hydrocarbon vapor is detected.

Other objects of my invention are simplicity and inexpensiveness of construction, and facility and reliability of operation.

Still other objects and advantages of my `invention will appear from the following description.

My invention comprehends a valve in control of the supply line, preferably near the tank, and a thermostatic system in control of the valve which is operat-ive under the influence of excessive heat at any point throughout its length to cause the operation of the valve. In the preferred embodiment the thermostat has also a number of more sensitive fire-detecting parts arranged about the engine and vehicle in places where fire is most likely to-occur, the thermostatic sysvtem being arranged to close the valve when a fire occurs near it, and particularly near any one of the tire-detecting parts and communicates heat to the part.

More specifically the thermostatic system comprises a tube filled with expansive fluid and extending about the engine and vehicle in the dangerous places, and preferably being coiled to increase its length exposed at each dangerous place.

My invention also comprehends, as a detector for hydro-carbon vapor, an automatic shut-off valve for the fuel supply, operated by expansive fluid in a tube disposed in the region of the vapor, and an ignition device,

'such as platinum sponge arranged in proximity to the tube, combined with means for preventing propagation of the flames, as a wire gauzescreen surrounding the tube and ignition device.

My invention also comprehends a compensating device for compensating for gradual changes in temperature within certain predetermined limitswith the result ant variations in density of the expansive fluid.

My invention also comprehends various other features, and various arrangements and combinations of parts as will hereinafter appear.

I shall now describe the embodiments of my invention illustrated in the accompanying drawings, and shall thereafter pointl out my invention in claims.

Figure 1 is an elevation of an automobile in outline, and a diagrammatic representation of a system embodying my invention adapted theret-o. Fig. 2 is a vertical sec-' tional elevation on enlarged scale, ofthe valve. Fig. 3 is an elevation of the valveand thermostat, -with Aa `compensating device in section. Fig. 4 is a partial elevation, partial section and partial diagram oi' a valve and modified thermostat-ic control therefor. Fig. 5 is an elevation, partly in longitudinal section, of a motor boat having a system embodying my invention adapted thereto. Fig. 6 is a detail, in enlarged longitudinal section of my hydro-carbon vapor detector.

In the illustrated embodiments of my invention, an automatic shut-off valve is arranged in the supply line ll between the gasolene tank 2 and the carbureter 3, preferably as near the tank as it may Vconveniently be supported. This valve, which is shown in detail in Fig. 2, includes an inlet chamber 4 at the bottom of the body 5, and this chamber is tapped on its four sides to provide a connection with ythe inlet supply line 1 from the tank 2, the inlet pipe being connected to the inlet opening which is most convenient, and the other inlet openings being closed by suitable screw plugs. In zthe top of the inlet chamber 4 is provided a valve seat for a downwardly opening valve 6 -on the lower end of a longitudinally slidable valve stem 7 and this valve controls communication between the inlet chamber 4 and the outlet chamber 8, which is provided with 1an -outlet opening 9 forconnect-ion with the outlet pipe ofthe supply line leading to the carbureter. It is evident that f these inlet and outlet connectionscafn be reversed, as shown in Fig. 1, the chamber S yserving as ltheinlet chamber and the chamber l4 serving as ythe 4outlet chamber. The valve stem 7 extends up through a tight bea-ning Ki-n the partition 10. which serves asa top for lthe out-let chamber' 8, and through the spring chamber in ythe upper part of the valve casing 5, and lout of the :top ofthe valve through .a packing glandl i in the cover 11, and is `provided on its upper end with a vhand knob 12. Upon that por tion of its length contained within thespring chamber, the `valve stem 7 .is provided with a latch head, yincluding an annular springabutting lflange 13 near its lower end, and,I above this flange, another annular latchy flange 14. A coiled seating yspring 15 sur rounds the valve stem 7 and bears at its; lower end against .the partition 10 which serves :as atop to the outlet chamber and a@ bottom 'to the spring chamber, and .at its` -upper end against the spring-abutting flange L vand the valve permit-ted to close. operate the diaphragm, a thermostat is pro- 13 on the latch head, and tends to maintain the valve stem in elevated position and hold the valve closed as shown in Fig. 2.

To lock the valve open, a spring pressed latch 16 is provided. This latch is pivoted at its middle in a bifurcated pivot lug 17, which is screw threaded at its lower end and is secured by a nut in a perforation in the partition 10. A coiled thrust spring 1S bears Vin fa recessed plug 19 in the casing 5, and surrounds a guide stem 2O on the latch 16 extending at right angles therefrom into the recessed plug 19, and bears at its inner end against the latch 16 and tends to force the upper end of the latch inwardly to latching position. As the valve stem 7 is pressed downwardly against the tension of the spring 15, the latch 16 catches over the latch flange 14 and locks the valve in open position, thereby permitting a free flow of gasolene from the tank through the valve and to the carbureter 3. To automatically close the valve, a thermostatic system is provided, Y

which will now be described.

In the embodiment of my invention illustrated in Figs. l, 2, 3 and 5, a diaphragm chamber, formed of two concave parts 2l and 2121s secured on the side of the casing 5 of the valve, and in .this chamber is arranged a yflexiblediaphragm composed of two corrugated disks 22 of suitable flexible material, such as German silver, or copper, which are joined at their peripheries by a cylindrical member 23 and form vtherewith a closed YeX- pansible chamber. The outer diaphragm diskV 22 is provided with-a central perforation the edge ot' which is secured about a hollow screw plug 24 entering through the part 21 of the diaphragm chamber, and the inner diaphragm disk 22 is secured to a longitudinally slidable plunger 25, which .bears in the holylow connection of the part 21a with the casing 5, `and abuts with its inner end against `the lower 4end of the latch 16. It is now apparent that as t-he diaphragm is flexed inwardly or expanded the plunger 25 is forced the latch 16 thereby released inwardly, and

To thus vided, consisting of a smal-l hollow :tube 26,

of 'copper or other suitable material, which .enters through the hollow plug 24 and communicates with the closed chamber of the diaphragm, forming therewith a closed sysitem which is filled `with an expansive fluid,

lsuch as alcohol, ether or other liuid suitable expansive fluid in the regions of greatest likelihood of fire, fire-detecting coils 29 are preferably formed in the pipe 26 atl such places. Because of the expansive nature of the fluid in the pipe under the influence of heat, lire in proximity to the pipe anywhere along its length, and particularly in proximity to one of' the coils 29, will very quickly heat the fluid in the pipe suthciently to cause it to expand and develop operative pressure and trip the latch 16 and close the valve G, thus cutting off the gasolene supply from the tank 2. This valve may be located on the dashboard ofthe automobile, as shown in Figs. 1 and 2, or in any other convenient place, care being taken to get it as near as possible to the tank 2 for obvious reasons.

To adjust the device to regulate the temperature at which suflicient pressure will be developed to close the valve, the trigger operating plunger 25 is made longitudinally adjustable to vary its normal distance from the trigger 16, and this adjustment is effected by adjusting the diaphragm in the diaphragm casing. The plug 24; has a lock nut 30 on its outer end, and the vtwo parts 21 and 21@t of the diaphragm casing have flanged meeting edges, which are provided with a plurality of screw threaded openings adapted to register in various relative an gular positions between the two parts, and the two parts are secured together by screws 31 inserted in these registering openings. To adjust the diaphragm and the plunger 25 it is only necessary to release the lock nut 30, remove the screws 31 and turn the part 21 of the diaphragm casing. Since the plug 24 is prevented from rotating, the relative rotation between it and the part 21 serves to move the plug 24 longitudinally, and thus adjust the parts carried by the plug. The screw threads upon the plug are of short pitch, and the holes for the screws 31 are close together, and, consequently very delicate adjustments of the plunger 25 can be obtained. After `the desired adjustment is made, the nut 30 .is tightened up and the screws 31 again inserted and the parts are thereby'locked in adjusted position. The adjustment of the plug 19 also serves to adjust the tension of the spring 18 and thus regulate the pressure required to trip the latch 16, and resort may also be had to this means of adjustment, although ordinarily the previously described means will afford the required adjustment. By these means the device may be adjusted so that it will remain inoperative under the ordinary runing temperatures developed about the engine, and will only be tripped when a predetermined temperature is reached.

To compensate for varying pressure within permissible limits of temperature, which limits are regulated by the adjusting means above described, means are provided for occurs under normal taking the variations of pressure up to the maximum critical temperature. These means comprise a resilient device communieating with the thermostat, which is of weaker resiliency than the diaphragm up to the maximum inoperative pressure, and thereafter oiiers greater opposition to increased pressure than does the diaphragm. As shown in detail in Fig. 3, the compensating device consists o'l' an air chamber 32 of' required capacity, which communicates with the end of the tube 26 through a restricted or capillary opening Under normal expansion, as, for example, at zero temperature, the expansive fluid in the thermostatic system just fills the tube 26 and the chamber of the diaphragm. As the temperature rises and the fluid expandsl if the expansion be sufficiently gradual,` the fluid passes into the chamber 32 through the capillary opening S3 and compresses the air therein, and this continues until the air in the chamber 32 is compressed to the critical extent, and the further expansion of the fluid expands the diaphragm and closes the valve. This compensating device serves to obviate the necessity of very delicate adjust ment of the plunger 25. rl`he critical temperature can be fixed at any desired point, and the boiling point will usually be a safe maximum temperature. It will be noted that the capillary openingI 33 provides escape for the liquid into the chamber only under very gradual rise in temperature, as running conditions. l/Vhen the rise is very rapid, however, as in the case of a fire, the pressure accumulates faster than the fluid can escape through the opening 33, and the diaphragm is operated almost immediately, and at much lower than the critical temperature of the fiuid. The device is arranged so that the fluid will run back by gravity from the chamber 32 into the tube 26 as the temperature falls and the fluid again contracts to its normal volume. To permit the passage of fuel through the valve in case of accident to the valve which temporarily renders the trigger and latch device inoperative and makes it impossible to hold the valve open, a b v-pass 34; is provided in the partition between the inlet chamber t and the outlet chamber 8 which is controlled by manually operated screw closure 85. This is normally closed but may be opened and permit the flow of fuel therethrough if desired.

In case a pressure system is used, instead of a gravity feed for the fuel, means are also provided for venting this pressure in case the valve is closed. The air line or pressure conduit 36, running from the tank 2 to the hand pump 37, has a branch leading from the line 36 into the spring chamber of the valve. An outlet valve 37 controls an outlet opening from this chamber into an outlet or vent pipe 39, which may be led anywhere desired. This valve 37 is normally held againstits seat by a spring 40, which surrounds the stem 41 of the valve and bears against a head on the inner end of the stem and tends to seat the valve. To open the valve, an opening member 4Q is provided, which is pivoted to the upper end of a bifurcated lug 43, similar to the lug 17, and this opening member 42 has a` cam face on its inner side which is engaged by the spring-abutting flange 13 on the latch head, and the opening' member 42 is thereby forced back as the flange 13 is raised during the closing of the shut-off valve 6, and the opening member 42 engages the inner end of the valve stem 41 and opens the valve 37, as the opening member is thus rotated back upon its pivot. The pressure in the tank is thereby immediately relieved, and the fuel will not be forced out even if the lire should have gained suflicient headway to melt olf the supply line back of the shutoff valve.

To provide against the accumulation of an explosive or inflammable mixture of hydro-carbon vapo-r in the bilge of a boat or elsewhere, where leaking' fuel could collect and an explosion or fire result therefrom, vapor detectors are located in such places. Such a detector embodying my invention is shown in detail in Fig. 6. Leading into the main pipe 26 of the thermostat-ic system, is a branch coil 45 contained within a cylindrical casing composed of a perforated cylindrical sheet metal protector 46 and closed ends 47 provided with central openings through which the ends of the coil 45 may tightly pass. Arranged within the coil 45 is an ignition device 48, such as platinum sponge, which will become incandescent in the presence of a hydro-carbon vapor. Surrounding both the coil 45 and the ignition device 48, is a gauze screen 49 to prevent the propagation of llame outside of the device. It is now apparent that as hydrocarbon vapor passes through the device, that contained within the screen 49 is ignited by the platinum sponge and the expansive fluid within the coil 45 is thereby heated, and the pressure thus developed is communicated to the main line 26 and the shutoff valve is closed. Since no more fuel can leak down into the bilge or other place, the accumulation of'hydro-carbon vapor in dangerous quantities is thereby prevented. 'Vhen thus detected, the vapo-r may be ventilated out.

In Fig. 4 a modified form of thermostatic device is shown, which operates magnetically to retract the latch 16, instead of by pressure exerted upon a diaphragm. stem Q0 of the latch has an armature 50 secured ron its outer end which extends through the recessed nut 19, and the operat- Themagnet comprises an electric conductor 53 of a suitable alloy or other material having a low fusing point, which maybe extended about the automobile or boat in the same manner as the tube 26 already described. A local battery 54 is arranged in this circuit and energizes the controlling magnet 52 as long as the conductor 53 is intact. Should a. fire start inthe vicinity of the conductor 53 anywhere along its lengtlnit will fuse and break the circuit and denergize the magnet 52. The arma-ture 55 of this magnet carries the movable contact 56, which cooperates with the stationary contact 57, and controls the connection between the wires 58 and 59 of the operating magnet 51, which are connected to the respective contacts, and are connected to the battery 54 in multiple with the thermostatic conductor 53. It is, therefore, clear that as the conductor 53 is fused, the ope-rating magnet 51 becomes energized and the latch 16 is retracted and the shut-olf valve closed.

The advantages of a thermostatic control system which will detect fire at any point or at various points along its length are apparent.

The device is of extremely simple construction and is inexpensive to manufacture and may readily be` installed in a motor already constructed.

It is obvious that various modifications may be made in the constructions shown and above particularly described, within the principle and scope of my invention.

I claim:

1. An automatic shut-od' for fuel for internal combustion engines comprising, in combination with the fuel conduit and the air pressure conduit and a normally closed vent for the air pressure conduit, a normally open valve arranged in control of the fuel conduit, valve operating means adapted to close the valve and open the vent, and a thermostatic device adapted to be arranged in proximity to the engine and associated parts and operative to permit the actuation of the valve operating means under the influence of excessive heat.

2. An automatic shut-offI for fuel kfor internal combustion engines comprising, in combination with the fuel conduit and the air pressure conduit anda normally closed vent for the air pressure conduit, a normally open valve arranged in control of the fuel conduit, valve operating means adapted to close the valve and open the vent, and a thermostatic system having fire-detecting parts i adapted to be arranged in proximity to the engine and associated parts at a plurality of points and operative to permit the actuation of the valve operating means under the influence of excessive heat at any lire-detecting part.

3. rin automatic shut-off for fuel for internal combustion engines comprising, in combination With the fuel conduit, a valve having a bias to closed position arranged in control of the conduit, restraining means arranged to normally hold the valve open, and a thermostatic device operatively related to the restraining means and adapted to extend about the engine and associated parts and operative under the influence of excessive heat at any point throughout its length to release the valve fro-1n the restraining means and permit it to close.

4. An automatic shut-off for fuel for internal combustion engines comprising, in combination With the fuel conduit, a valve arranged in control of the conduit, resilient means tending to close the valve, a latch device arranged to normally lock the valve open against the tension of the resilient means, and a thermostatic device operatively related to the latch and adapted to extend about the engine and associated parts and operative under the influence of excessive heat at any point throughout its length to release the latch and permit the valve to close.

An automatic shut-off for internal combustion engines comprising, in combination with the fuel conduit, a tube containing expansive fluid adapted to extend about the engine and associated parts and to develop increased pressure of the fluid under the influence of excessive heat at any point throughout its length, and normally open valvular means arranged in control of the conduit and biased to closed position and connected With the said tube and controlled by said increase in fluid pressure therein to assume its biased position.

6. An automatic shut-off for fuel for internal combustion engines comprising, in combination with the fuel conduit, a valve having a bias to closed position arranged in control of the conduit, restraining means arranged to normally hold the valve open, and a tube containing expansive fluid for controlling the operation of the restraining means and adapted to extend about the engine and associated part-s and to develop increased pressnre of the fluid under the influence of excessive heat and release the valve from the restraining means and permit it to close.

7. An automatic shut-off for fuel for internal combustion engines comprising, in combination with the fuel conduit, a valve arranged in control of the conduit, resilient means tending to close the valve, a latch device arranged to normally lock the valve open against the tension of the resilient means, and a tube containing expansive fluid forcontrollingthe operation of the latch device and adapted to extend about the engine and associated parts and adapted to develop increased pressure and release the latch under the influence of excessive heat at any point throughout its length.

S. An automatic shut-off for fuel for internal combustion engines comprising, in combination with the fuel conduit., a valve arranged in control of the conduit, valveclosing means, a tube containing expansive fluid arranged to control the valve-closing means and adapted to extend about the engine and associated part-s and adapted to develop increased pressure under the influence of excessive heat at any point throughout its length and cause the actuation of the valve-closing means` and a resilient compensating device communicating with the tube and adapted to take the initial expansion of the fluid, Wherebythe fluid expands to a predetermined extent before operating pressure is developed.

9. An automatic shut-olf for fuel for internal combustion engines comprising, in combination with the fuel conduit, a valve arranged in control of the conduit, valveclosing means, a tube containing expansive fluid arranged to control the valve-closing means and adapted to extend about the engine and associated parts and adapted to develop increased pressure under the influence of excessive heat at any point throughout its length and cause the actuation of the valve-closing means, and a resilient compensating device comprising an air chamber communicating With the tube, whereby the initial expansion of the fluid is taken by the compression of the air in the air chamber.

10. An automatic shut-off for fuel for internal combustion engines comprising, in combination with the fuel conduit and the air pressure conduit and a vent for the air pressure conduit, a normally open valve in control of the fuel conduit, a normally closed valve in control of the vent for the air pressure conduit, valve operating means operative to close the normally open valve and open the normally closed valve and normally held inoperative, and a thermostatic system having fire-detecting parts adapted to be arranged in proximity to the engine and associated parts at a plurality of points and operative under the influence of heat at any fire-detecting part to cause the operation of the valve operating means.

1l. An automatic shut-off for fuel for internal combustion engines comprising, in combination with the fuel conduit and the air pressure conduit and a vent for the air pressure conduit, valve mechanism arranged in control of fuel conduit and of the vent for the air pressure conduit and arranged to normally open the fuel conduit and close the vent for the air pressure conduit, latching means arranged to hold the valve mechanism in its normally open position, and a tube containing expansive fluid for controlling the latching means and adapted to extend about the engine and associated parts and adapted to develop increased pressure under the influence of excessive heat at any point throughout its length and cause the release of the latching means and the closing of the fuel conduit and the venting of the air pressure conduit.

12. An automatic shut-oif for fuel for intei-nal combustion engines comprising, in combination With the fuel conduit, a valve arranged in control of the conduit, valveclosing means, a tube containing expansive fluid for controlling the valve-closing means and adapted to develop increased pressure under the influence of excessive heat and cause the actuation of the valve-closing means, and an ignition device in proximity to the tube adapted to become heated in the presence of hydrocarbon vapor and ignite the vapor and heat the expansive fluid in the tube.

13. An automatic shut-off for fuel for internal combustion engines comprising, in combination with the fuel conduit, a valve arranged in control of the conduit, valveclosing means, a tube arranged in a coil containing expansive fluid and arranged to control the valve-closing means and adapted to develop increased pressure under the influence of excessive heat and cause the actuation of the valve-closing means, platinum sponge disposed Within the coil, and a lireextinguishing screen incasing the l coil, whereby the presence of hydrocarbon vapor will develop operating pressure of the expansive liuid. Y

14. An automaticshut-ofl for fuel for internal combustion engines comprising, in combination With the fuel conduit, a valve arranged in control of the conduit, valveclosing means, a tube containing expansive fluid for controlling the valve-closing means and adapted to extend about the engine and associated parts and adapted to develop increased pressure under the influence of excessive heat at any point throughout its length and cause the actuation of the valveclo-sing means, and a hydrocarbon vapor detector comprising a branch tube arranged in a coil and communicating With the tube Y of expansive fluid, platinum sponge disposed in proximity to the coil, and a fireextinguishing screen incasing the coil and platinum sponge. A

JAMES E. BALDWIN. Witnesses WVM. A. KELLY,

BERNARD CoWEN.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents,

Washington, D. G. 

